Means for controlling the supply of motive fluid to marine engines.



A. KERR.

MEANS FOR GONTEOLLING THE SUPPLY OF MOTIVE FLUID T0 MARINE ENGINES.

APPLIUATION FILED JUNE 21, 1913.

Patented Mar. 24, 1914,

3 SHEETS-SHEET 1.

Wil izests'esr 1 BIA PLANDGRAPH canvasuma-ron. u,

v A. KERR.

MEANS FOR CONTROLLING THE SUPPLY OF MOTIVE FLUID T0 MARINE ENGINES.

Patented Mar. 24, 19M

APPLICATION FILED JUNE 21, 1913.

3 SEEETS-SHEET 2.

COLUMBIA PLANOGRAPH co.. \Msn A. KERR. MEANS FOR CONTROLLING THE SUPPLY OF MOTIVE FLUID T0 MARINE ENGINES.

APPLICATION FILED JUNEZI, 191s.

Patented Mar. 24, 1914.

3 SHEETS-SHEET 3.

COLUMBIA PLANOGRAIH c0 ,wAsmNa'roN. D. c.

UNITED STATES PA EN OFFICE.

ANDREW KERR, or BELFAST, IRELAND.

MEANS FOR CONTROLLING THE SUPPLY OF MOTIVE FLUID T0 MARINE ENGINES.

Specification of Letters Patent.

Patented Mar. 24, 1914:.

Application filed .Tune 21, 1913. Serial No. 774,959.

To all whom it may concern:

Be it known that I, ANDREW KERR, a subject of the King of Great Britain, residing at Belfast, Ireland, have invented certain new and useful Improved Means for Controlling the Supply of Motive Fluid to Marine-Engines, of which the following is a specification.

This invention relates to apparatus for controlling the supply of motive fluid to marine engines and it has for its object to provide control apparatus for anticipating racing and non-racing of the engines when the immersion of the propeller or propellers is decreased or increased by the pitching of the ship or sea falling away from or rising above the propeller or propellers with a con-- sequent decrease or increase of pressure at the stern of the ship.

Under my invention I provide improvedapparatus of this class adapted to be operated hydraulically and giving, when required, an automatic complete closing and opening of the throttle or stop valve, and in combination I provide a hand adjusted concylinder and as thepressure head increases the anticipating cylinder piston rises, the movements of the anticipating cylinder piston being adapted to automatically open or close a hydraulic valve to which water is supplied from the main feed pipe and (or) the donkey feed pipe or other suitable source. This automatically controlled hydraulic valve controls the supply of water to a relay valve conveniently situated near the engines which, in turn, is adapted to control the supply o-f'water for operating a piston in a relay cylinder connected directly with a lever for operating the throttle or stop valve and intermediate of the automatic control valve and relay valve I pro vide conveniently situated cocks or valves by means of which the automatic valve can be cut out and the relay valve placed under hand control, and I also provide means in connect on with the relay cylinderwhereby the pressure on its piston may be relieved so that the control of the throttle or stop valve through the relay, cylinder may be com 'pletely cut out in order that the throttle or stop valve may be operated by direct hand controlled gear. I also provide an air cushioning arrangement to prevent knocking of the relay valve cylinder piston, and I. also provide a similar air cushioning arrange ment n connection with the relay cylinder piston. I may also, 1n addition to the auto-- matic anticipating control apparatus pro-' vided for a marine engine or engines and in addition to any hand controls provided in connection therewith, provide another supplementary control device which is adapted to control the engine or engines through the medium of the main control apparatus, this additional control device being operated by centrifugal action, inertia and pendulum action.

As the whole of the control apparatus, with the exception of the direct hand. gear and, when same is employed, the additional or supplementary control apparatus is hydraulically operated, it is absolutely positive in action and gives automatic control while at sea, hand control at intermediate speeds for use when entering or leaving port or otherwise and it also gives, if desired, the

usual direct hand control. The system of cushioning the various pistons is designed to prevent knocklng and to make the operation of the apparatus as smooth as possible and so that it will require a minimum of attention.

In order that my invention may be clearly .understood I have hereunto appended explanatory sheets of drawings whereon my invention is shown by way of example. The relative positions of the various parts of the apparatus may not of course be as shown in the drawing as they have been simply grouped as shown for convenience in illustrating the invention.

On the drawings :Figure 1 is a view, mainly diagrammatic, of the main control apparatus. Fig. 2 is av detached view of a cock g showing same arranged to give direct communication between the pipes 3 and 4*. Fig. 3 is a detached view of the device for adjusting thesensitiveness of control by the anticipating cylinder. Fig. 4 is a detached view of a modification of part of the apparatus. Fig. 5 is a side elevation, partly in section, of the supplementary control device. Fig. 6 is an end elevation of the supplementary control device, and Fig. 7 is a plan view thereof, 72 showing the position of lever when operated by finger 9.

On the drawings the same reference letters indicate the same or similar parts.

Referring now to Figs. 1l of the drawings, ais the anticipating cylinder, Z) the automatic control valve, 6 the relay valve and cl the relay cylinder, 6 is the lever controlling the throttle or stop valve, f the main feed water pipe and g the donkey feed water pipe, h is the hand controlled gear for operatin the lever e is the en 'ine framin and g 7 b b k the ships skin.

A sea cock Z is attached to the ships skin 7: at the after end of the tunnel and placed at a suitable depth below the water line, and to this sea cock the anticipating cylinder a is secured. The anticipating cylinder is provided with a plain piston a to which a piston rod (4 is suitably secured, and 011 the piston rod I provide three adjustable tappets t t and 25 The piston rod a is suitably and slidably supported and secured to a crosshead a to which springs a (see Fig. 3) are attached to give the required degree of sensitiveness of the control by the anticipating cylinder piston a to anticipate and prevent racing, the tension of the springs a being adjustable by means of the screws a, while the adjustment for non-racing is obtained by raising or lowering the lower single, pronged tappet t relatively to the double pronged tappet t which should be set between the pawls m m (hereinafter described) when the piston a is at the top of the cylinder a. Suitably situated relatively to the piston rod (2 and adapted to be operated by the tappets thereon are a pair of spring controlled pawls m m on a rocking plate m. This rocking plate on is pivoted at m to a fixed support n and atm it is provided with a roller m adapted to bear against a lever 0 pivoted at 0 to the support 71,. This lever 0 is adapted to act on a roller 6 on the end of the valve rod If. The valve chest 6 is conveniently supported on the rods a and it has two ports and Z2 respectively. The port 6 is connected by a pipe 1 to a pipe 2 leading to the condenser or hotwell. This pipe 2 is provided with a cock or valve 2 which controls the speed of the relay piston (Z The port 6 is connected by a pipe 3 with the rear of the piston i in the cylinder 2' through a valve or cock 2' and non-return valve 2' The piston 91 is connected directly with the valve 0 by a rod 0 so that when the piston 71 is operated the valve 0 will also be operated. ater is supplied to the valve 0 by the pipe 4 leading from an air vessel 7) to which water is supplied through non-return valves from the main feed pipe 7 or the donkey feed pipe 9 or direct from the boiler through a pipe 1' and spring loaded valve 1", which will prevent water entering from the boiler when under way and water is being obtained from the feed pipes. A branch pipe 4 from the pipe 4 gives a supply of water to the valve 6. The relay valve 0 has three ports 0 c and c. The port 0 connects by a pipe 5 through a valve or cock a? (capable of communicating with the atmosphere) with a port (Z into the relay cylinder (Z while the port 0 communicates by a pipe 6 through valves or cocks d and d" (the latter being capable of communicating with atmosphere) with a port (Z in the relay cylinder cl. The port 0 of the valve 0 communicates by the pipe 2 with the condenser or hotwell and a cock or valve 2 is provided in the pipe line 2 and by means of this cook the speed of the relay piston d may be regulated as desired. The ports 0 and c are preferably provided with valve easing openings 0. Intermediate of the valve or cock (Z and the port d a branch pipe 7 is taken to a port (5 in the end of the cylinder 03, a non-return valve (1 being provided on the inner face of said port and through the valve or cock (1* the pipe 6 can be put into communication with a branch pipe 8 which leads to a port oZ in the other end of the cylinder (Z, a non-return valve (Z being provided at the inner face of the port 0Z and by the cock 03* the pipe 6 can also be put into communication with one or more intermediate ports (Z and the supply to the port (11 cut off so that the stroke of the piston (5 may be set at half stroke or other intermediate stroke or full stroke as desired.

\Vhen the piston is" working only half stroke a stopper d may be provided to prevent the possibility of the piston d placing the port 65 in communication with the port cl. Communicating with the end of the relay cylinder (Z behind the piston (Z is an air vessel al and communicating with the other end of the cylinder (1 is an air vessel (Z The relay cylinder piston has connected to it a rod d which is adj ustably connected with the lever c to which it is pivotally secured at 0 (I shows the adjusting means provided on the rod (Z for adjusting of its length and (Z shows a regulating device which may be used to regulate the load on the engine stop valve.

The cylinder i for operating the relay valve 0 through the medium of automatic control or anticipating valve Z) or hand-cocks g is also provided with an air vessel 2" communicating with the rear end of the cylinder 2' while a non-return air valve i communicates with atmosphere and with the front end of the cylinder 2'. The cylinder 2' is also provided with ports 71 and i, the port 2' communicating directly with atmosphere and the port i communicating through the valve or cock 2' with the pipe 3 and port I) of the automatic valve 6.

In the pipe lines 3 and 4& I insert any desired number of cocks or valves gwhich are normally open as shown in the drawing so as not to interfere with the pipe lines but which can be turned as shown in the de-' tached view Fig. 2, so as to interrupt the pipe line and connect the pipe 3 directly with the pipe 4 so that at any of such cocks or valves Q the relay valve 0 can be operated independently of the anticipating or automatic valve 6. One of the cocks g may, if desired, be connected to an inertia governor actuated from a convenient moving part of the engine so that any excessive acceleration of the engine speed will automatically close the engine stop valve or throttle and keep same shut until opened by the engineer.

A hand lever c with spring catch 0 is pivoted at c and works over a quadrant c with a slot 0 therein and the lever is provided with a slot 0 engaging a pin 0 on the rod 0 By means of this lever when the cock 2' is open to atmosphere, the valve c'can be operated by the lever 05 and the valve moved as desired so that it can be held by the lever 0 in mid position by causing the spring catch 0 to engage the slot 0 When this has been done the relay piston can be held at any desired position to give any desired opening of the stop valve.

I will now describe the operation of the apparatus hereinbefore described under different conditions.

The tappets t and t are first adjusted so that the tappet t will act under any usual pitching of the ship, the tappet t being setfor use in very heavy weather when there is rapid pitching and the propeller or propellers is or are lifted right out of the water. The two tappets are identical in their action but the one comes into operation before the other. The springs a are then adjusted so that their downward pull on the piston 01 is greater than the pressure of the head of water at which acceleration or racing of the propeller or propellers would take place so that before the propeller or propellers can rise suflioiently to cause racing of the engines the piston a descends and the lowest tappet t engages the pawl m and thereby oscillating the rocking plate on and causing the roller m to push back the lever 0 taking with it the rod 6 and so operating the valve Z) and passing a supply of water therefrom through the port 6 into the pipe 3 through the valve or cook 2' and non-return valve '5 to the rear of the piston 2' causing same to be pushed forward in its cylinder and there by operating the valve 0 causing it to close the port 0 and to open the port 0 to a supply of water which then passes through the port 0 into the pipe 6, through valves or cocks (Z and d, branch pipe 8, non-return valve d to the rear of the piston d and forcing same forward and thereby moving the rod 01 and lever e and causing the latter to close the stop valve and shut off steam from the engines until, by the lowering or falling of the stern the pressure head on the pis ton a causes it to act in the reverse direction then the tappet i t or 25 engages the pawl m and reverses the action of the rocking plate m and valve Z), causing the latter to close the port b* to the supply of water and opening it to the port 6 pipe 1 and condenser pipe 2. This position of the valve Z2 is shown in the drawings. This reverse action of the tappets, rocking plate m and valve Z) anticipates non-racing and due to the opening of the port 5 to the condenser, the pressure is withdrawn from the rear of the piston 71 and the area of the valve spindle 0 is such that when this takes place, the pressure of water thereon forces the piston 2' back to the position shown in the drawings. At this position of the valve 0 water is admitted through the port 0 to'the pipe 5 and from thence through the port 6Z6 or d and so forcing back the piston 03 in the relay cylinder d to the position shown in the drawings, at which position the stop valve will have been opened to admit steam to the engines. Of course if the relay cylinder (Z is only being worked at half or other intermediate stroke then the travel of the piston al would be correspondingly less.

hen it is desired to operate the stop valve lever e by means of the apparatus but independently of the anticipating gear, then, by turning any of the cooks or valves g to the position shown in Fig. 2, the supply of water from the pipe P will be intercepted and passed directly into the cylinder 71 to operate the piston therein and so effect the movement of the relay valve and relay piston as hereinbefore described to close the stop valve.

When it is desired to operate the stop valve lever e by means of the direct hand gear h the rod 71,1 which is shown in the drawings free to slide up and down as the lever c is operated by the relay piston, is secured in the socket 72, of the rod h by means of a cotter 72, shown in its working position in dotted lines and passing through a slot in the lower end of the rod it. The cocks d and d are then opened to atmosphere so that the pressure on either side of the piston al is entirely relieved and the hand gear 72, can then be freely operated to open and close the stop valve as required.

In order to prevent knocking ofthe piston i I provide an air cushioning arrangement. This consists in providing the port 2', nonreturn air valve 2' and air vessel i so that as the piston moves forward it traps air at its front end and as it moves backward the water at the rear of the piston rises in the air vessel (Z cushioning against the air at present at the top of same. Similarly the air vessels d and (Z prevent knocking of the piston al In order to facilitate the operation of the valve 0 I provide the casing openings 0 at each side of the ports 0 and 0 so that as the valve is moved to open said ports there would be a preliminary opening of the ports to the easing openings 0.

It will be seen that the entire apparatus is designed to meet the requirements under practically all conditions at sea or when entering or leaving port and that provision is alsomade whereby the apparatus may be used even if the main feed and donkey feed are oif by obtaining a supply of water from the boilers.

In order to nullify the effect of leakage of the valve 6 through the port 6 and to prevent the possibility of the piston i being in this way accidentally operated I preferably provide a third port to. the valve chest 6 as shown at Fig. 4 and I preferably make the connections between the valve 6 and cylinder 2' as shown in Fig. 4. In this case the port If by the pipe 3 connects through the cock cock i and non-return valve i with the rear of the cylinder 2'. The port communicates by the pipe 1 with the condenser pipe 2 and the port If connects by a pipe 8 through the cock 9 pipe 8*, cock i (capable of communicating with atmosphere) and non-return valve 2' to the front of the cylinder z. The cock 9 is incommunication with the feed pipe 4 which leads to the valve chest 5 The arrangement is such that with the valve 2) closing the port 6 to supply as shown and open to condenser the condition will be exactly as hereinbefore described with reference to Fig. 1 but, water will be supplied through the port 6 pipe 8, cock g cock i non-return valve 2'", to the front of the piston i thereby holding same over so that any leakage at the Valve 6 will not interfere with the working of the apparatus. With this arrangement when it is desired to operate the piston 2' through the medium of the cooks then any of said cocks will be turned until the port communicates with pipe 3 and the port Q3 communicates with the pipe 8 in which position the port Q3 will also be in communication with the pipe 3 and through the ports 6 and b with the condenser or hotwell. The port will in this position of the cock 9 be in communication with the water feed pipe 4* and through the port will give a supply of water through the pipe 3*, cock i non-return valve 2' to the rear of the cylin der 2'.

Referring now to Figs. 5-7 of the drawings the supplementary control device comprises a slidably supported weight u, the slide 1) which supports the weight being pivotally supported at one end 0 and adapted to be oscillated on its pivotal supports, its oscillation being obtained in any suitable and convenient manner from a moving part or parts of the engine or engines, for instance it may be rotated or oscillated from or by the counter of the engine. The slidable weight a is connected by spring or equivalent means to with the inner or pivotally supported end 41 of the oscillating slide 22 and it is provided with projections or fingers m, capable of engaging levers 2, 10, adapted to control the opening and closing of a cook or valve 11 or an electric switch adjustably supported in the framing 12, said cook or valve 11 or switch being the same as or the equivalent of the cock inserted in the pipe lines 3 and 4 of the main control apparatus hereinbefore described. The cock or valve 11 is normally maintained open by the device but when the normal speed of the engine or engines is exceeded then the corresponding increase in the rate of oscillation of the slide 1: which supports the weight or sliding member u will cause the latter under centrifugal action to move outward along the slide 4) thereby causing the projecting finger or member a: which is adapted to open the cock or valve 11 and which normally keeps the cock 11 open with the pipe lines 3 and at" uninterrupted, to be moved clear of its corresponding cock controlling lever z and at the same time such a movement of the weight a will cause the other projecting finger or member 3 when a predetermined excessive speed of oscillation has been attained to engage with its corresponding cook or valve controlling lever 10 causing it to turn the cook or valve 11 so that it connects the pipe line 3 with the pipe line i whereby the relay valve 0 is operated in the manner and with the result hereinbefore described, and the slidable weight due to the inertia which has to be overcome before it can be caused to move also allows normal variations in speed to take place without aifecting the control cock 9.

The sensitiveness of the apparatus is increased during periods when the ship is pitching with a head sea with a resultant anticipating action of the control device, This is caused by the weight or slide a tending to move outward when the bow of the ship dips and causing the supporting slide to take a correspondingly inclined position when the weight a will tend to slide downward on same and so assist or anticipate the movement which causes the finger y to engage and move the lever 10 and so move the valve or cock 11 and cause it to connect the pipe line 3 with the pipe line 1", with the reverse action when the bow is rising. With a following sea the device would be turned on its pivot 13. and the operatingconnection correspondingly changed so that the anticipating action ,would take placewhen the sternis dipping. The reverse of this action will take place when the bow is dipping In order to prevent accident and damage to the engines when from any cause they start racing at a very excessive speed such as might happen if the propeller was care ried away, I provide a catch, 14 underthe action of a spring 15 or equivalentand a corresponding projection 16 on the weight a so adapted that the, projection 16 :canslide freely over the catch 14 in one direction but when once it has moved beyond the catch 1 1 it cannot move back until thecatch 1 has been moved clear by the engineer. Un der this arrangement when the projection 16 is caught by the catch lat the'steam or other supply is completely cut ofi and the engines thereby stopped until the engineer has repaired the damage and has decided that the engines can be again set in motion. i

I preferably provide ball or roller. bearings at 17 to make the action of the weight a as free from friction as possible. The connection at the pipes 3 and t to the cook or valve 11 would be flexible to permit of; the necessary movements.

The whole control apparatus or device is pivotally supported at 13 and it is "capableof being turned to suit for going ahead or astern 1 as described, a connection 18 or equivalent being provided at each side ot the slide v1) for connecting same to the counter or other moving part of the engine or engines. If desired the oscillation of the slide '2; may be obtained; by a pull on one side only the return action being effected by a spring or springs 19 as shown in dotted lines Fig. 5. Provision is also made by means of the securing holes 20, 21, in the bracket 22 whereby the device can be used to operate by a beam sea either to port or to starboard. This is provided more particularly for twin screw steamers. The connection or connections to the ring 18 would of course be arranged to suit.

Having now fully described my invention what I claim and desire to secure by Letters Patent is 1. In a device of the character stated, the combination, with a supply of fluid under pressure, of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure fluid to said cylinder, a second cylinder, a piston therein connected to said valve, a second valve controlling the supply of pressure fluid to said second cylinder, means whereby said second valve is normally malntalned at such a posltlon that fluld under pressure 1s cut oil from said second cylinder, a pipe leading from a supply port of said second valve to the supply port into said second cylinder, a pipe leading from a second supply port of said second valve direct ,to the casing of the first valve, fa cock, interposed in said pipe lines and normally leaving them connecting the valves and cylinder as above stated but havingports therein capable of being turned so asto place the two pipe lines in communication [with each other and cutting off the connection with the second valve and plac-.

ing thepressure fluid in direct communication with said. second cylinder and without passing through said second valve.

2. Ina; device of the character stated, the combination, with a supply of fluid under pressure, of astop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure'fluid to said cylinder, a second cylinder, apistontherein connected to said valve,,and a cock for controlling the supply of. fluid under pressure to said second cylinder. 1 7 8.;In a device of the character stated, the

pressure, of-a stop valve controlling lever, a cylindcnaa ,piston therein connected with said controlling lever, a valve controlling the supplyof pressure fluid to said cylinder, a secondcylinder, a piston therein connected to. said valve and means whereby fluid under-pressure is admitted to said second cylinder when the speed of the engine exceeds a predetermined limit;

it. In a deviceof the character stated, the combination, with a supply of fluid under pressure,of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure fluid to said cylinder,

a second cylinder, a piston therein connected to said valve, a cock for controlling the supply of fluid under pressure to said second cylinder and means whereby said cock is opened to connect the fluid supply to said second cylinder when the speed of the engine exceeds a predetermined limit.

5. In a device of the character stated, the combination, with a supply of fluid under pressure, of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure fluid to said cylinder, a second cylinder, a piston therein connected to said valve, a cock for controlling the supply of fluid under pressure to said second cylinder, a slide pivotally mounted and adapted to be oscillated by the engine, a weight suspended in said slide and means combination -with a supply of fluid under whereby when the engine exceeds a predetermined speed the outward movement of the weight due to centrifugal action opens said cock to admit fluid underpressure to said second cylinder.

6. In a device of the character stated, the combination, with a supply of fluid under pressure, of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure fluid to said cylinder, a second cylinder, a piston therein connected to said valve, a cock for controlling the supply of fluid pressure to said second cylinder, a controlling lever thereon, a slide pivotally mounted and adapted to 'be oscillated by the engine, a weight suspended in said slide and a projecting finger thereon adapted to engage said cock controlling lever and open the cock to admit fluid under pressure to said second cylinder when the engine exceeds a predetermined speed.

7. In a device of the character'stated, the combination, with a supply of fluid under pressure, of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure fluid to said cylinder, a second cylinder, a piston therein connected to said valve, a cock for controlling the supply of fluid pressure to said second cylinder,

a controlling lever thereon,"a second control ling lever thereon, a slide pivotally mounted and adapted to be oscillated by the engine, a weight suspended in said slide and a proj ecting finger thereon adapted to engage said engine exceeds a to engage said second lever which is adapted to close the cock and so release the pressure at piston in said second cylinder and open mentioned cock controlling lever and cause it to open the cock to admit fluid under. pressure to said second cylinder when the predetermined speed and the stop valve when normal speed is again attained.

8. In a device of the character stated, the combination, with a supply of fluid under pressure, of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve controlling the supply of pressure fluid to said cylinder, a second cylinder, a piston therein connected to said valve, a cock for controlling the supply of fluid under pressure to said second cylinder, a controlling lever thereon, a slide pivotally mounted and adapted to be oscillated by the engine, a weight suspended on springs in said slide and a projecting finger thereon adapted to engage said cock controlling lever and open the cock to admit fluid under pressure tosaid second cylinder when the engine exceeds a predetermined speed and the centrifugal force exerted upon the weight overcomes the suspending springs.

9. In a device of the character stated, the combination, with a supply of fluid under pressure, of a stop valve controlling lever, a cylinder, a piston therein connected with said controlling lever, a valve cont-rolling the supply of pressure fluid to said cylinder, a second cylinder, a piston therein connected to said valve, a cock for controlling the supply of fluid under pressure to said second cylinder and means whereby when the speed of the engine becomes excessive said cock is opened to connect the fluid supply to said second cylinder and maintained open until manually adjusted.

In testimony whereof I aflix my signature in presence of two witnesses.

ANDREW KERR. Witnesses:

ANDREW HAMILTON, HARRY W. ALLsorr.

copies of this patent'may be obtained tor five cents each, by addressing the Commissioner of Patents Washington, D. 0. 

